Engine



w. C. WELLS Jul 26, 1932.

3 Sheets-Sheet l QQR UM NW w. c. W'ELLS July 26, 1932.

ENGINE Filed Sept, 25. 1929 3 Shasta-Sheet 2 INVENTOR 101%... (I weed BY W,MW%,

' ATTORNEY July 26, 1932.

w. c. WELLS ENGINE Fil ed Sept.

'23. 1929 :5 Sheets-Sheet s MM awm,

MMMM ATTORNEY Patented July 26, 1932 UNITED STATE-::

' ENTFOFFICE. P

WILLIAM o. WELLS, or DAYTON, OHIO, AssIe oR To DELCO-LIGHT COMPANY, or DAYTON, OHIO, A ooRroRA'rIoNor' DELAWARE.

ENGINE This inventionrelates to internal combustionengines, and more particularly to the apparatus for controlling the fuel of the engine. V a

One of the objects of the present invention is to provide improved apparatus for controlling fuel to an engine and more specifically to provide improved apparatusfor controlling the starting and running fuel mixtures for an engine and to provide a unitary apparatus which is compact, withthe various elements or devices thereof conveniently ac- .cessible, removable and in proper position with respect to one another and-the various parts of the engine.

Further objects and advantages of the present invention will be apparent from the following description,.reference being had to the accompanying drawings, wherein a preferred form of the present invention is clearly shown.

In the drawings:

Fig. 1 is a top planview of an internal combustion engine partly broken away, and showing a detailed construction of the present invention; V

Fig. 2 is a View taken on the line 22 of Fig. 1; i

F 'g. 4 is a view taken on the line at -4: of Fig. 1; and c r Fig. 5 is a view taken on the line 5-5 of Fig. 1.

Referring to the drawings, designates generally an internal combustion engine having a'cylinder 21 which is provided with heatfdissipating fins 22 which are surrounded by a draft tube 23 through which air is circulated by any suitable device operated by the engine, in order that the engine cylinder may be cooled; The cylinderhead 24 of the engine is provided with a fuel intake pipe 25 which is controlled by a valve 26 in the usual manner. A U-shaped air duct 30 is connected with the intake pipe 25 and is provided with a branch which includes a carburetor 31 'andan intermediatepipe 32. The other branch 34:, which is joined to the carburetor isa view taken on the line 3-3 of fixed at 4:2 to; a bracket 43. The bracket 43 31 by a yoke 35 terminates in a member 37 Application filed September 23, 1929. Serial No. 394,423. a

having a port at 38. Theadmission of air through the port 38 is controlled by a valve 40 which is attached to' the free end of a bimetallic thermostatic blade 41, which is is attached byiscrews 44 withthe fuel intake pipe 25 of the cylinderh'ead,, and the, memated by the controls 52 and 53 respectively.

to the engine. As the engine becomes operative the plunger 55 air passage 56. c e h The intermediate pipe 32 is-providedwith an extension 58 on which may be mounted the throttle valve control 53. The control 53 is electricallyoperated for governing the 'speed'of the engine 20. The intermediate pipe 32 also houses the preheater 55. Further details of the choke control mechanism 52, the throttle control53 and the preheater will descend to open the. l

55 will be found in my copendingapplication SeriallNo. 392,605filed Sept. 14, 1929. It is desired at this. time, however, to point out the mannerin whichthe'control- 53operates the throttle valve 51. The control, 53

includes an electro-magnet. 125, a plunger operatively connectedwith the throttle 51, a spring 126 interposed between an extension 102 of the control housing and the top of the plunger, and a weight 105. Ourrent flowing through the electro-magnet of the control 53 tends to draw the plunger 100 upwardly to open the throttle, while the spring tends to oppose the electro-magnet to move the plunger 100 downwardly to close the throttle. The weight 105 is adapted to slightly overbalance the weight of the plunger 100 and hold the same in contact with the spring when the electroanagnet is deenergized. The plunger 100 is operatively connected to the throttle by means of an oscillating lever 110 which carries the weight 105. The lever 110 is bifurcated at 112 where it is operatively connected with the plunger 100 by connection 115. The lever is connected with a shaft 118 which turns the throttle 51. Thus a movement of the plunger 100 will oscillate the lever 110 to turn the throttle valve.

When the engine is relatively cool and during the cranking thereof, both ports 38 and 56 will be closed so that substantially raw fuel will be drawn into the engine cylinder for priming the engine. As soon as the engine becomes self-operative, the port 56 will be opened to admit air to the carburetor 31. Before the engine head temperature has increased to the point where the valve d8 begins to open, a relatively rich mixture will be delivered to the engine cylinder. As the engine temperature increases, and the valve 40 moves toward full open positon, the fuel mixture will be gradually decreased in richness. In this manner, the engine is primed during cranking, and, the proper mixture of fuel will be supplied to the engine and heated to aid the starting operation thereof. Thus, the engine is provided with fuel which is suitable to meet the requirements of the en gine when starting and is supplied with the proper mixture of gasoline and air during its operation.

From the foregoing description it will be noted that I have provided an internal combustion engine including devices for controlling the temperature of as well as the proper mixture of the fuel for the engine at all times and I have arranged such devices in a simple, unitary, compact manner which can be built as a sub-assembly of the engine, the arrangement being such that the subassembly is carried by the cylinder head and individually removable. Also by the arrangement herein shown, I have provided a sub-assembly in which the air admission port is arranged adjacent the cylinder head whereby the air supply can be readily controlled by the temperature of the cylinder head.

While the form of embodiment of the invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

lVhat is claimed is as follows:

1. In combination, an internal combustion engine; a carburetor for the engine; a compartment forming a passageway for air having an admission end in intimate relation to the engine; a conduit interconnecting the carburetor with said compartment; a choker and an electrically operated mechanism there for carried by said conduit; and an engine temperature responsive valve for controlling the admission end of said compartment.

2. In combination, an internal combustion engine provided with a fuel intake pipe; a carburetor for the engine being controlled by a throttle valve; a compartment forming a passageway for air having an admission end in intimate relation to the engine; a conduit interconnecting the carburetor with said compartment; a choke and an electrically operated mechanism therefor carriedby said conduit; means for connecting the carburetor with the fuel intake pipe of the engine, said means supporting an electrically actuated control mechanism for the throttle valve; and an engine temperature responsive valve for controlling the admission end of said compartment.

3. In combination, an internal combustion engine provided with a fuel intake pipe; a carburetor for the engine; a compartment forming a passageway for air having an admission end in intimate relation to the engine; a conduit interconnecting the carburetor with said compartment; a choker and an electrically operated mechanism therefor carried by said conduit; means for connecting the carburetor with the fuel intake pipe of the engine, and an engine temperature responsive valve for controlling the admission end of said compartment.

4. The combination with an internal combustion engine, of a U-shaped fuel intake, one branch of which includes a carburetor for the engine, a throttle valve for the carburetor for controlling the flow of fuel to the engine, an intermediate pipe interconnecting the carburetor with the engine, said pipe being provided with an extension, an electrically actuated device for controlling the throttle valve carried by said extension, the other branch of the fuel intake being provided with an admission end in intimate relation to said engine, a yoke shaped conduit interconnecting said branches, a choker and an electrically operated mechanism carried by said conduit; and an engine temperature responsive valve for controlling the admission end of said compartment.

In testimony whereof I hereto afiix my signature.

lVILLIAM C. ELLS. 

